Dodge SRT-4 - Short Take Road Tests

In the vernacular of today's hot-rod artisans, in which the Honda Civic has replaced the '57 Chevy as the canvas of choice, the word "rice" is the slang synonym for a Japanese car. You might hear a Dodge SRT-4 owner saying something like this: "Who needs rice when you've got PVO?"

Indeed, the Chrysler Group's Performance Vehicle Operations (PVO) has delivered a hot-rod compact sedan that's based on the Neon and may be the performance bargain of the decade. Last year, when the 215-hp turbocharged car debuted, we crowned it the king of the econo-speedsters—it was $19,995—in a May 2003 comparo.

There was, though, one major issue with the car. The lack of a limited-slip differential meant the SRT-4 had some trouble putting down the power. "The SRT-4 was voted most in need of a limited-slip device," we wrote.

Maybe Dodge was listening, because for 2004, a limited-slip differential, made by Quaife, is now standard equipment. There are also 15 more horsepower and five more pound-feet of torque to go along with the added traction (230 horsepower and 250 pound-feet are the new totals). And, uh-huh, the price is up, too, by $1000 to $20,995.

That's still a fantastic deal. The Quaife diff alone can cost more than a grand and about $500 to $700 to install.

According to Stephan Zweidler, the PVO vehicle-development engineer, the new horsies and grunt came from larger fuel injectors and a recalibrated engine computer. The '03 injectors didn't pump enough fuel, and at high rpm the engine computer reduced turbo boost to prevent a potentially harmful lean air-fuel ratio.

With the new units, the engine now makes peak boost right up to the 6240-rpm fuel cutoff. It's a subtle change—one that's not readily felt by our butt-o-meters—but we did see an improvement in acceleration numbers at the track.

The '03 car ran to 60 mph in 5.6 seconds and cleared the quarter in 14.1 seconds at 102 mph. The '04 model nipped 0.3 second off the 60-mph sprint (5.3 seconds) and ran the quarter in 13.9 at 103 mph. Braking from 70 mph (169 feet), roadholding (0.86 g), and top speed (153 mph) were all about the same for both models.

The biggest difference is how the new car behaves in everyday driving. Now, the SRT-4 doesn't uselessly spin the inside front tire when exiting a turn. It simply hooks up and scoots. It is also proof that high horsepower, front-wheel drive, and a limited-slip diff don't have to be a recipe for arm-tugging torque steer.

There is a light pull at the wheel when you floor it in first or second, but compared with the Nissan Sentra SE-R Spec V and Acura TL Type-S (both cars have that high-powered front-drive, limited-slip recipe), the SRT-4 is a revelation. We also appreciated the neutral and crisp handling that is accompanied by a firm but not harsh ride.

The only changes we'd make are to things the likely pimple-pussed buyers would love. The exhaust note is interesting and throaty when accelerating but turns buzzy and annoying when cruising. The seats feel wonderfully supportive at first, but in time, the bottom cushion pinched even our slimmest butt.

It's hard to criticize a well-priced car that can smoke a number of higher-priced sports cars (the Honda S2000 and Nissan 350Z come to mind). Dodge, through its aftermarket parts distributor, Mopar, also offers a bunch of performance enhancements for the SRT-4, from suspension bits to turbo-upgrade kits.

This year, the SRT-4 will get a chance to prove its status as a giant killer when Dodge's director of racing operations, John Fernandez, heads up an assault on the SCCA's T2 racing class. The class has been dominated by the Camaro Z28, and it'll certainly be fun to watch the SRT-4 nipping at the popular pony car's heels.

Vehicle type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
Price as tested: $21,690 (base price: $20,995)
Engine type: turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
Displacement: 148 cu in, 2429cc
Power (SAE net): 230 bhp @ 5300 rpm
Torque (SAE net): 250 lb-ft @ 2200 rpm

Transmission: 5-speed manual
Wheelbase: 105.0 in
Length/width/height: 174.4/67.4/56.0 in
Curb weight: 2984 lb

Zero to 60 mph: 5.3 sec
Zero to 100 mph: .13.4 sec
Zero to 130 mph: .24.8 sec
Street start, 5-60 mph: 5.7 sec
Standing 1/4-mile: 13.9 sec @ 103 mph
Top speed (drag limited): 153 mph
Braking, 70-0 mph: 169 ft
Roadholding, 300-ft-dia skidpad: 0.86 g
EPA fuel economy, city driving: 22 mpg
C/D-observed fuel economy: 17 mpg